Carburetor



NOV. 3, 1936. A, SAGER I 2,059,657

CARBURETOR Filed Aug. 50, 1934 5 Sheets-Sheet 1 Il a-m E INVENTOR. jfizaz'aw 077,62

ATTORNEYS.

A. J- SAGER CARBURETOR NOV. 1

5 Sheets- 7 Filed Aug- 1954 inhlll s..........!. Y

5 Sheets-Sheet 3 fizz a 4 A. J. SAGER CARBURETOR Filed Aug. 50, 1934 Nov. 3, 1936.

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Patented Nov. 3, 1936 siren srar PATET FFKIE 7 Claims.

This invention relates to a hot gas carburetor and one object of the invention is to provide a device of this character of such construction that flow of fuel and hot air can be accurately controlled and either a lean or rich mixture delivered to an internal combustion engine according to conditions under which the engine is operating.

Another object of the invention is to provide means for controlling flow of hot liquid fuel so constructed that when operating an automobile over rough roads jolting of the car can not cause spasmodic inrushing of an excessive quantity of fuel from the fuel chamber into the mixing chambers of the carburetor.

Another object of the invention is to permit suction from the intake manifold through the carburetor to be accurately regulated according to the speed at which the engine is running and to further permit a charge of practically pure gasoline to be fed to the engine for priming purposes when starting a cold motor.

Another object of the invention is to so control flow of air through the carburetor that when an engine is running, a large or small quantity of hot air may be mixed with gasifled fuel delivered from the nozzle of the carburetor. Another object of the invention is to prevent air from being pocketed in the carburetor and thus prevented from being sucked through the same.

Still another object of the invention is to produce a hot gas carburetor consisting of parts easy to assemble and capable of being easily and quickly taken apart for cleaning or repairs.

A still further object of the invention resides in providing a device which is simple and durable in construction, inexpensive to manufacture and one which will be very eiiicient in operation.

With these and numerous other objects in view, my invention consists in the novel features of construction, combination and arrangement of parts as will be hereinafter referred to and more particularly pointed out in the specification and claims.

In the accompanying of this application:

Figure l is a side elevation of the improved carburetor;

Figure 2 is a view taken along the line 2-2 of Figure 1 and showing the carburetor partially in top plan and partially in section;

Figure 3 is a fragmentary sectional view taken along the line 33 of Figure 2;

Figure 4 is a sectional view taken vertically through the carburetor along the line i--4 of Figure 2;

drawings forming a part the carburetor along the (Cl. Mil-41) Figure 5 is a view similar to Figure 2 taken along the line 5-5 of Figure l;

Figure 6 is a section taken vertically through line '55 of Figure 5;

Figure 'l is a section taken horizontally through the carburetor along the line 'l--'l of Figure 4;

Figure 8 is a fragmentary sectional view taken along the line 8-8 of Figure 6; and

Figure 9 is a fragmentary sectional view showing the butterfly valve moved to an open position instead of closed as shown in Figure 6.

This improved carburetor has a casing or body l formed of strong metal and divided into a fuel compartment 2 and mixing compartment 3 by a partition 4 extending from a thickened portion 5 at one side of the casing to the other side wall thereof. The compartments are open at their upper ends and the mixing compartment is formed at an end of the casing with an air inlet neck 6 to which is attached a flexible conduit for delivering hot air from a suitable heater applied in any desired manner to the exhaust manifold of an internal combustion engine. The open upper end of the fuel compartment or reservoir 2 is normally closed by a cap or lid 7 held in place by a spring strip 8 which is pivoted to the fragmentary top wall 9 of the casing by a screw l0 and has its free end portion rolled as shown at H to provide a finger hold and also cause the spring to have firm engagement with the cap and press it tightly into place when the spring is in its operative position.

A sleeve i2 is disposed vertically of the compartment 3 with its lower portion extending into this compartment and supported in this position by a flange 83 formed integral with the sleeve and resting upon walls of the casing where it is detachably secured by bolts M. At its upper end the sleeve of neck i2 is flanged for abutting engagement with the intake manifold I5 where it is detachably secured by the usual bolts I6. A partition ill fits into the neck and is held upon the upper face of a circumferentially extending rib it by a liner l9 which extends from the partition to the upper end of the neck and is formed with side openings through which a priming charge is to pass from a chamber 2! extending circumferentially about the neck and having a pipe or tube 22 extending therefrom downwardly through the flange it of the neck. A butterfly valve 23 is disposed in the neck below the ports it! with its shaft 24 journaled diametrically through the liner and neck and one projecting end portion of the shaft carries a lever 25 engaged by an actuating rod 28 which will be of sufficient length to be conveniently reached by the operator of an automobile or other vehicle powered by an engine to which the improved carburetor is attached. At opposite sides of its shaft the butterfly valve carries tubes 2! which extend vertically through the valve and have their upper ends formed with flaring mouths and have their lower portions curved as shown in Figure 6. The function of these tubes will be set forth later on.

The supply pipe 28 through which gasoline is to be delivered from a tank or other suitable source of supply is attached to the outer end of an elbow screwed into the port 29 formed through the lower portion of the thickened portion 5 of the casing and in order to control flow of fuel through this port into the reservoir or fuel compartment 2 of the casing there has been provided a needle valve 39 which extends vertically in a pocket 3| formed in the thickened portion 5 andmovable into and out of closing engagement with a valve seat 32 which intersects the port 29 as shown in Figure 3. This valve carries collars or flanges 33 between which are engaged the forks 34 of a lever 35 which extends into the fuel compartment and is pivoted by a pin 36 carried by brackets 31 fixed to the wall of the compartment.

Referring to Figures 4 and '7, it will be seen that the lever is engaged through an eye 38 rising from a float 39 mounted about a guide 49 within the fuel compartment and therefore when an automobile is traveling over a rough road vertical movement of the float will cause the lever to swing upon its pivot pin and the valve 30 shifted vertically into and out of engagement with the seat 32 to control flow of gasoline through the port 30 and prevent the carburetor being flooded by excessive flow of fuel during jolting of the automobile. A spring strip 49 is provided to yieldably resist upward movement of the float controlled valve and this spring has one end resting upon a collar 4| formed upon the valve adjacent the upper end thereof and its other end portion formed with a depending tongue 42 which bears against the top wall 9 of the casing. A stem 43 which is threaded passes through the spring near the tongue and is engaged through a threaded opening formed in the wall 9, an enlarged head and turning handle being formed at the upper end of the stem for engaging the spring and regulating the tension thereof when the stem is turned. It will thus be seen that operation of the float controlled valve can be accurately con trolled.

From the fuel compartment the gasoline flows through a conduit 44 having transversely spaced branches 45 which are curved longitudinally and are again united to form a nipple 46 which communicates with a passage 4'! formed transversely in a block 48 at the bottom of the compartment 3. At its inner end the passage 4'! communicates with a passage 49 extending longitudinally of the block above the passage 41 and from an inspection of Figure 6, it will be seen that port 50 establishing communication between the two passages 47 and 49 is tapered downwardly and defines a seat for the tapered inner end of the needle valve 5|. This valve 5| is mounted in a sleeve 52 and when actuated by the operator of the engine to which the carburetor is applied may be shifted towards or away from the seat 59 to control flow of gasoline into the passage 49. From the inner end of the block rises a nozzle or Venturi tube 53 formed with a vertically extending bore 54 having its lower end closed by a plug or bolt 55 which secures the block in the casing. The passage 49 opens into the passage 54 and below the passage 49, the bore 54 is threaded to receive a plug 56 at the lower end of a stem 51 which extends axially through the nozzle and carries a valve head 58 at its upper end to seat against the valve seat 59 formed at the upper end of the nozzle when the plug is turned downwardly through the block. By this arrangement, the valve for controlling flow of fuel through the nozzle can be set in a determined position and will remain in the adjusted position until the plug 55 is removed and a screw driver passed upwardly into position to engage the plug 59 and adjust the valve.

Air is to be mixed with gasoline passing through the passage 49 and in order to do so, there has been provided an air delivering tube 99 which extends upwardly from an opening at the outer end of the passage 49 and then bent to extend partially around the neck 52 and downwardly with its lower end directed into the inner end of the air inlet 9 where it terminates in a flared mouth as shown in Figure 4. By this arrangement, a portion of the hot air passing through the inlet 5 will enter the pipe 69 and flow through the same into the passage 49 where it will mix with the gasoline and due to the fact that it is hot air, the gasoline will be quickly vaporized and pass out through the nozzle as vaporized fuel. The hot air entering the chamber 3 from the inlet fills this chamber and causes the nozzle and the divided pipe 44 to be thoroughly heated. This materially assists in causing rapid vaporization of the gasoline. The hot air is drawn upwardly through the passage or opening 6| formed in the partition I l and not only thoroughly heats tubes 62 and 93 extending through the partition about the opening but also mixes with the vaporized fuel as it passes through the neck of the carburetor into the intake manifold of the engine. The lower portions of the tubes 62 and 63 converge downwardly about the nozzle and terminate in such proximity to the upper end thereof that fuel sprayed upwardly therefrom will readily pass through these tubes and either pass directly through the neck when the butterfly valve is open or a portion pass through the tubes 21 which register with the tubes 62 as shown in Figure 6 and other portions seep through space between margins of the butterfly valve and walls of the liner l9 when the motor is idling. When starting a motor it is desirable to prime the cylinders. The priming charge is obtained through the tube 22 leading upwardly from the pipe 44 by suction exerted when the main air supply is shut off. Under these conditions suction through the carburetor will exert suction through the tube 22 and draw pure gasoline upwardly therethrough into the annular chamber 2| and out through the openings 20 into the neck above the butterfly valve. A certain amount of air will be drawn upwardly through the carburetor with the gasoline but a very rich charge will be delivered to the engine and the engine readily started when cold.

While the majority of the air in the com partment 3 will be drawn upwardly through the open lower end of the neck a certain amount will pass into a pocket formed in the upper portion of this compartment about the lower portion 69' of the neck 12 which extends into the chamber 3 and in order to permit this air to be sucked out the lower portion of the neck is formed with side openings 65 with which openings 66 formed in a sleeve or liner Bl are to register when the sleeve is turned to the proper position. This sleeve fits into the neck and carries a lug 68 which pro ,iects outwardly through an opening or slot 69 formed in the neck with its outer end engaged in the forked upper end of an arm lll fixed to the inner end of a short shaft H which is journaled through the wall of the casing i and at its outer end carries an upstanding lever l2. A rod i3 is engaged with the upper end of the lever and extends to a position where it can be readily grasped by the operator of the engine. Therefore, the operator can adjust the sleeve ii to move the openings 6% into or out of register with the openings 65 of the neck and the freedom with which air passes from the pocket in the upper portion of the compartment 3 is controlled. When the openings 66 are fully registering with the openings E55 air may freely pass through them and air in the pocket will be constantly replenished and the temperature of air in the pocket maintained at a high point and the tube prevented from cooling. By moving the sleeve ll into position to partially or entirely close the openings 65, flow of air from the pocket will be retarded and air will tend to accumulate in the pocket. This air will absorb heat from the tube fill and to a certain extent reduce the temperature of air passing through the tube. It should also be noted that the effective depth of the pocket can be controlled and that when the openings 63 are uncovered air passing from the inlet ii and striking the lower portion Bil of the neck may be drawn through the openings as it passes around the neck and free flow of air through the carburetor will not be appreciably retarded.

When this improved carburetor is in use and a cold motor is to be started the butterfly valve is opened and also the needle valve 5i opened. The motor is turned over and suction is created through the carburetor. This suction draws a charge of gasoline through the tube 22 and annular chamber 2| into the neck of the carburetor above the butterfly valve and through the intake manifold into cylinders of the engine where it will be exploded. Under ordinary conditions the valve 5! is left open and the butterfly valve moved to a partially or fully open position. Suction through the carburetor will then draw air through the pipe and this air by mixing with the gasoline in the passage 49 creates a vaporous mixture which is discharged from the upper end of the nozzle and passes upwardly through the tubes 62 and 63 from which it is discharged in the form of jets. As the upper ends of the tubes 63 are flared the jets will be of flaring formation and a very thorough mixing of the air and gasoline fumes will take place. This will also cause air which is drawn upwardly from the compartment 3 about the tubes and through the opening 6| to pass through a sprayed mass of air and vapors with which it will mingle and produce a very good combustible mixture. When it is desired to have the motor idle the butterfly valve is closed and the vaporized gasoline discharged from the tubes 62 will pass through the tubes 21 registering with them but that discharged from the tubes 63 will accumulate in the portion of the neck above the butterfly valve as only a small quantity can pass through the space between margins of the valve and walls of the neck. The Sleeve 61 will be set according to climatic conditions to dispose the openings 66 in desired registering relation to the openings of the neck and the trapping of hot air in the upper portion of the compartment controlled. If during travel of an automobile along a road the gasoline in the reservoir is agitated to an appreciable extent by the automobile passing over rough places the float will be shifted vertically and the float controlled valve tll spasmodically moved into and out of a closed position to prevent flooding of the carburetor.

From the foregoing description of the construction of my improved device, the operation thereof and the method of applying the same to use will be readily understood. It will be seen that I have perfected a hot gas carburetor of such construction that an accurately controlled charge can be delivered to a motor. While I have particularly described the elements best adapted to perform the functions set forth, it is obvious that various changes in form, proportion and in the minor details of construction may be resorted to, without departing from the spirit or sacrificing any of the principles of the invention.

Having thus described the invention, what is claimed is:

1. In a hot gas carburetor, a casing having a mixing chamber therein, the mixing chamber having an inlet for hot air, a nozzle disposed vertically in the mixing chamber, a conduit extending through the mixing chamber and about the nozzle whereby fuel heated by hot air in the mixing chamber will be delivered to said nozzle, the portion of the conduit extending about the nozzle being formed of a plurality of branches spaced transversely from each other and terminating in a single tube section leading to the conduit, and means for delivering hot air into the tubular portion of the conduit between the sections thereof and said nozzle.

2. In a hot gas carburetor, a casing having a mixing chamber therein, the mixing chamber having an inlet for hot air and a neck adapted for connection with the intake manifold of a motor, said neck having a portion extending downwardly into the mixing chamber, a block in said mixing chamber resting upon the bottom thereof, a nozzle rising from said block in axial alinement with said neck and extending into the lower portion thereof, an axially extending passage being formed through the nozzle, the block being formed with a passage opening into the lower end of said nozzle, a plug threaded upwardly through the bottom of the mixing chamber into the block and serving to secure the block and close the lower end of the passage in the nozzle, a conduit leading from said fuel chamber through the mixing chamber about said nozzle for delivering heated fuel into the passage of said block, an air pipe leading from the passage of said block to the air inlet, and a valve for controlling flow of air and fuel through the passage of the block.

3. In a hot gas carburetor, a casing having a mixing chamber therein, the mixing chamber having an air inlet and a neck adapted for connection with the intake manifold of a motor, a nozzle in said mixing chamber extending up into the lower end of said neck, means for supplying fuel to said nozzle, a partition in the neck formed with an opening above said nozzle, tubes extending through said partition about the opening with their lower ends converging about the upper end of the nozzle, a butterfly valve in said neck above the partition, and tubes extending through the butterfly valve with their lower ends disposed to register with certain of the tubes carried by the partition when the butterfly valve is closed.

4. In a hot gas carburetor, a casing having a mixing chamber therein, the mixing chamber having an air inlet, a neck adapted for connection with the intake manifold of a motor and extending downwardly into the mixing chamber, a nozzle in said mixing chamber extending up into the lower end of said neck, means for supplying fuel to said nozzle, a partition in the neck formed with an opening above said nozzle, tubes extending through said partition about the opening with their lower ends about the upper end of the nozzle, a butterfly valve in said neck above the partition, a sleeve rotatable in the lower portion of said neck below said partition, the sleeve and neck having side openings formed therein, and means for rotating said sleeve to move the openings thereof into and out of registry with Openings of the neck.

5. In a hot gas carburetor, a mixing chamber having an inlet for hot air, a neck rising from said mixing chamber and having its lower portion extending into the mixing chamber, a nozzle disposed vertically in the mixing chamber with its upper portion extending into the neck, a fuel conduit extending through the mixing chamber to the lower portion of the nozzle for delivering fuel to the nozzle, and an air pipe leading from the air inlet through the mixing chamber at a side of the neck and connected with the conduit adjacent the lower end of the nozzle for delivering hot air into the conduit for mixture with fuel passing through the conduit to the nozzle.

6. In a carburetor, a casing having a mixing chamber therein provided with an air inlet, a neck extending into said chamber through the upper end thereof, a nozzle in said chamber for discharging fuel upwardly into said neck, means for supplying fuel to said nozzle, a partition in said neck formed with an opening above the nozzle, tubes extending through the partition about the opening and having their lower portions converging about the upper end of the nozzle, and a valve in the neck above the partition and tubes.

7. In a hot gas carburetor, a mixing chamber having an inlet for hot air, a neck extending into the chamber through the upper end thereof, a nozzle disposed vertically in the chamber in position for discharging fuel upwardly into the neck, a fuel conduit extending through the mixing chamber for delivering fuel into the lower end of said nozzle, and an air pipe leading from the air inlet through the mixing chamber at a side of the neck and connected with the conduit adjacent the lower end of the nozzle for delivering hot air into the conduit for mixture with fuel passing through the conduit to the nozzle.

ANDREW J. SAGER. 

